NETrainfan
Lead Service Attendant
What is the latest update on the (possible) Southwest Chief re-route?
Is there a link to this? Thanks.
Is there a link to this? Thanks.
What we are actually talking here in track class is that defined by the FRA. Class 3 = 60P/40F, Class 4 = 80P/60F, Class 5 = 90P/80F.I think Amtrak's preference is to stay put. But financially, it will be nearly impossible. Amtrak will capitulate and join the extremely busy transcon if no one else ponies up money to maintain Class I standards.
Let's don't go down the political opinion and name calling drain.The current governor is a protege of the Koch brothers,
One thing to keep in mind is the Scout use to get to Philmont. The train stops in Raton, NM. For the past couple of decades, many Scouts' first exposure to train travel was on the Chief, on the way to and from Philmont. I think exposure such as this, and other train rides, are important if we are to have new passengers, younger train advocates, and more folks, riding trains. I was a bit fortunate in that one of my assistant Scoutmasters during my youth insisted on taking the train when practical for High Adventure trips. It meant that we traveled from WI to FL by train, as well as taking the train to and from Philmont. by taking the train to High Adventure trips such as Philmont, it can create an interest in train travel that lasts into one's adulthood. While the overall ridership and passenger volume may not change with the addition of service to Lubbock and Amarillo TX, the number of poeple exposed to train travel in the Scout days will most certainly decline. What I'm saying is that if the Chief is rerouted off of the Raton Pass line, the Scout business will evaporate. This may result in a drastic reduction of future train passengers and train supporters.How important is it for Amtrak to make this change?
Are there many people wanting to keep the present route?
It won't happen just because of Philmont. There's other ways to Raton, and nobody will fund maintainence of the line. The SWC has a 90% chance of being rerouted. Don't get your hopes up too high. The Transcon is simply a better line.One thing to keep in mind is the Scout use to get to Philmont. The train stops in Raton, NM. For the past couple of decades, many Scouts' first exposure to train travel was on the Chief, on the way to and from Philmont. I think exposure such as this, and other train rides, are important if we are to have new passengers, younger train advocates, and more folks, riding trains. I was a bit fortunate in that one of my assistant Scoutmasters during my youth insisted on taking the train when practical for High Adventure trips. It meant that we traveled from WI to FL by train, as well as taking the train to and from Philmont. by taking the train to High Adventure trips such as Philmont, it can create an interest in train travel that lasts into one's adulthood. While the overall ridership and passenger volume may not change with the addition of service to Lubbock and Amarillo TX, the number of poeple exposed to train travel in the Scout days will most certainly decline. What I'm saying is that if the Chief is rerouted off of the Raton Pass line, the Scout business will evaporate. This may result in a drastic reduction of future train passengers and train supporters.How important is it for Amtrak to make this change?
Are there many people wanting to keep the present route?
However, the "PTC mandate" is going to require ATS along most of these lines on December 15, 2015 in any case. Wwhich should release the 79 mph speed limit and allow 90 mph operation on a number of the busier mainlines; I would expect higher speeds on the Lake Shore Limited, Empire Builder, and Crescent routes, for instance. (On routes like that of the Cardinal, however, the track isn't maintained for 70mph freight.)The facilities are already in place and have been for many years on the tracks where the Southwest Chief is cu.rently allowed 90 mph, but not on many (all?) of the other lines allowing 70 mph freightsw
I live very close to Amarillo, and know that there is significant available ridership in Amarillo and the surrounding area. As for the station, there is no reason to open a station if they don't have definitive proof that the SWC will roll through Amarillo or not. As soon as they know a station will be built or additions to the existing station. The station platform lies on the mainline but it is very feasible for #3 and #4 to stop on the main line because Amtrak would take about the same to a little more time than it would take for a freight train to change crews. The owner of the station has even told Amtrak that he would let them use the station before, so i wouldn't say Amarillo being quiet about, they are just waiting to see what happensHowever, the "PTC mandate" is going to require ATS along most of these lines on December 15, 2015 in any case. Wwhich should release the 79 mph speed limit and allow 90 mph operation on a number of the busier mainlines; I would expect higher speeds on the Lake Shore Limited, Empire Builder, and Crescent routes, for instance. (On routes like that of the Cardinal, however, the track isn't maintained for 70mph freight.)The facilities are already in place and have been for many years on the tracks where the Southwest Chief is cu.rently allowed 90 mph, but not on many (all?) of the other lines allowing 70 mph freightsw
The Scout business is not going to be nearly enough to pay to keep the SW Chief on its current route.
Back when Richardson (D) was governor, he was going to buy the New Mexico part of the Raton Pass line -- which is no longer used for freight at all -- but his successor Martinez ® actually reneged on the deal, sparking lawsuits. (And wasting, IIRC, $15 million in "earnest money" in order to save $5 million -- I think I have the numbers right but I could be misremembering). Martinez isn't up for election until November 2014. Amtrak told the states they have to commit to funding the route by the end of 2014 in order to preserve it; that clearly won't happen in New Mexico. Judging by what MikeM says, it won't happen in Kansas. So unless Colorado suddenly decides that the route is of paramount interest, which seems unlikely, it's going away.
Now, it seems clear that Amtrak will continue to serve Albuquerque (going north to ABQ and then south again out of it). The greater worry I have is -- will anyone bother to open stations in Amarillo and Wichita? If stations are opened in those two cities, I think the patronage would be substantial, and I think the awareness of rail travel would go up significantly in those highly populated areas, and I think it would be an all-around improvement. But if the train blows through without stopping... that would suck. There are at least *some* businessmen and activists pushing to get a station in Wichita, but I've heard *nothing, zilch, nada* from Amarillo.
I think you are in for severe disappointment. Since PTC is not going to retime crossing gates, and CSX, NS or BNSFisn't going to do it unless paid for by someone else. LSL, Crescent and EB will continue to run at exactly the speed at which it runs now, PTC or not.However, the "PTC mandate" is going to require ATS along most of these lines on December 15, 2015 in any case. Wwhich should release the 79 mph speed limit and allow 90 mph operation on a number of the busier mainlines; I would expect higher speeds on the Lake Shore Limited, Empire Builder, and Crescent routes, for instance. (On routes like that of the Cardinal, however, the track isn't maintained for 70mph freight.)
At most three more years...... but quite possibly less if some disruption (ie: washout) deemed too costly to bother with occurs.So does the S W Chief reach 90 mph between Chicago & Albuquerque?
And how much longer do you think we can ride the current route through Raton Pass?
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